Mechanical movement



u an., 13, 1953 vss MECHANICAL MOVEMENT Filed Sept. 9, 1950 I v v Patented Jan. 13, 1953 UNITED STATES PATENT OFFICE MECHANICAL MOVEMENT Anthony L. Vissat, Pittsburgh, Pa.

Application September 9, 1950, Serial No. 183,991

1 Claim.

This invention relates broadly to an internal combustion engine, but more particularly to the Construction of the connecting rods and of the crankshaft and to the connection of the latter with the connecting rods.

The primary object of the invention is to provide an engine Construction of the character described, which embodies novel means operable for momentarily arresting the movement of the engine piston when the latter is at the maximum compressing stroke position in the engine cylinder, and further operable for allowing the connection of the associated connecting rod with the crank pin of the crankshaft to pass dead center to pre-determined degrees prior to the ignition and explosion of the fuel charge, thereby preventing any loss of compression of the fuel charge prior to the initial movement of the power stroke of the piston, and contributing maximum 1 power and efiiciency to the engine operation and performance.

Further objects and advantages of the invention are to provide a mechan'sm of the class stated, which is simpl in its construction and arrangement, which requires no extra separate parts, which is durable, compact, positive in its action, and comparatively economical in its manufacture, operation and maintenance.

With the foregoing and other objects in View which will appear as the description proceeds,

the nvention resides in the novel Construction, combination and arrangement of parts herein specifically described and illustrated in the accompanying drawing, but it is to be understood that the latter is merely illustrative of an embodiment of the invention, and that changes in the form, proportions and details of construction may be resorted to that come within the scope of the claim hereunto appended.

In the drawing wherein like numerals of reference designate corresponding parts throughout the several views:

Figure 1 is a side elevational view of the connecting rod and the joined crankshaft partly in section, in the upward positions when the piston is at the maximum compressing stroke position in the engine cylinder.

Figure 2 is a similar View illustrating the con nection position of the connecting rod and engaged crank pin passed dead center positions prior to the initial movement of the power stroke of the piston.

Figura 3 is a sectional View taken on lines 3-3, Figura 1.

Figure 4 is a side elevational view of the twopiece bearing at the lower end of the connecting rod.

Referring in detail to the drawing l represents an integrally constructed crankshaft comprising a pair of crank arms 2, which are joined in spaced relation to each other by a crank pin 3, and which are respectively provided with opposed aligned journal shafts 4 in the usual manner.

The crankshaft I is generally of the conventional Construction excepting the crank pin 3, which latter is shaped to form a cylindrical center member 5 and a pair of cam members, respectively indicated at 6 and 1. The cam members are disposed at respective ends of the crank pin between the center member and respective crank arms 2, as clearly shown in Figure 3.

Th cam members B and 'I are similar and disposed parallel to each other and eccentrically With respect to the axial center of the crank pin 3. The relative position of the cam members with respect to the crank arms 2 is such as to dispose the enlarged portions of the cam members in the rearward direction when the crankshaft I is in the upward position, as illustrated in Figura 1. The term "rearward" is herein applied relatively to the direction of rotation of the crankshaft, as indicated by an arrow in Figure 2.

A connecting rod 8, adapted to having its upper end connected with the piston 9 in the engine cylinder lil in the usual manner, is provided with a bearing ll at its lower end. The bearing comp'ises an upper section |2 formed integrally with the connect-,ing rod, and a removable lower section I3. The bearing sections l2 and |3 are Secured together by bolts l l.

The bearing I I is provided with an oblong bearing opening !5, which extends longitudinally with respect to the longitudinal disposition of the connecting rod 8. The bearing l l has a pivotal floating engagement and connection on the cylindrical center member 5 of the crank pin 3, a shown in Figure 4.

A pair of laterally disposed cam shoulders !6 are formed at respective sides of the upper end portion of the upper bearing section !2, and a pair of similarly disposed cam shoulders l'l are formed at respective sides of the lower end portion of the lower bearing section l 3.

The irregular peripheral surfaces of the cam members 6 and 'I are insliding contacting engagement with the irregular contacting surfaces of respective cam shoulders IS and ll. The contour of the irregular contacting surfaces of the cam members and of the cam shoulders is such that, the cam members will be in contacting engagement at two opposed points with some points of respective cam shoulders at all times during the operation of the mechanism in the manner to be described.

In practice, the operation of the engine mechanism is as follows: When the crankshaft l and the connecting rod 8 are on dead center with the piston 9 in the upward osition in the cylinder 10, the center member 5, of the crank pin 3, is in contactng engagement with the upper end wall of the oblong opening I5 in the connecting rod hearing H, and the larger portion of the cam members 6 and 'I are disposed rearwardly of the cam shoulders IE, as shown in Figures 1, 3, and 4.

The engagement of the cam shoulders I 6 with the cam members 6 and 'I will momentarily stop or even slightly elevate the connecting rod 8 and attached piston 9 in the cylinder [0, While the crank arms 2 move forwardly to an angle of predetermined degrees from dead center. such forward crank arm movement, which for greatest efflciency is preferably Somewhere between seventeen and twenty-five degrees, Will not activate or Shift the connectng rod and piston from their held upward positions until the center member .5 of the crank pin 3 has shifted from the upper end wall of the oblong hearing opening !5 to the lower end wall of the latter, as shown in Figure 2.

It will here be noted that, at the time the explosion takes place in the cylinder to efiect the power stroke, the pisten 9 will be at the maximum upward compression stroke position in the cylinder, and in consequence full compression of the fuel charge is maintained until exploded.

Further, the explosion is correctly timed to take the cam shoulders [6 against the respective cam 1 members 6 and 'l during the power stroke of the piston. It is, of course, apparent that at the beginning of the suction stroke also, the piston,

I connecting rod, and crankshaft will be in thepositions above described, but the suction stroke will function in the usual manner.

The present invention provides an efficient device of its kind, which may be economically constructed, and successfully employed for the purposes and in the manner herein set forth.

What I claim is:

In driving means for an internal combustion engine. a cylinder, a piston mounted for reciprocal movement in said cylinder, a crankshaft including a crank pin, a pair of similar parallel disposed cam members formed integral with the crankshaft and being disposed at respective ends of the crank pin, a connecting rod having the upper end thereof pivotally connected With said pisten an upper hearing section formed integral with the lower end of said rod, a lower bearing section, bolts for securing said lower hearing section to said upper hearing section, said hearing sections having a pivotal floating connection with said crank pin between said cam members, a pair of laterally disposed shoulders ormed integral at respective sides of said upper hearing section, a pair of 'laterally disposed shoulders ormed integral at respective sides of said lower hearing section, said shoulders having sliding Contacting engagemen-t on the peripheral surfaces of respective cam members and being operable for preventing the downward stroke movement of said piston in said cylinder until said c'ankshaft has shited a predetermined degree passed dead center.

ANTHONY L. VISSAT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,995,554 Ulinski Mar. 26, 1935 2,165,791 Farrell July 11, 1939 2,353,285 Bell July 11, 1944 2,408,546 Bell Oct. 1, 1946 

